Gas-engine.



. No. ss|,7o4. .Pubmed sept. 3,1901.

. m. w. JAmeson.

GAS ENGINE.

(Aplicltion led Bly 81, 1900.)

(No Mndol.) l#Slmais--Sheei I.

"s r `E5 my l i* am YH: muys PETER: oo.. marouwu.. vnu-Imam. u. c

No. 681,704. A A Y n. w. JAMESON.

GAS ENGINE.

(Application lsld my 31, 1900.)

Patnted Sept. 3, |90l. Y

-0|o Model.)

-4Sheets-Sheet 2.

1H: scams nenn! ed. morrounoa, wnswnuvou. D. c.

No. a|,7o4. Patented sep't. 3, |901.

. v M. w. JAmEsoN.

faAs ENGINE.

(Application led Hay 31, 1900.)

(No Model.) 4 Sheets-Sheet 3.

Nn. 681.704. Patented Sept. 3, |90I. M. W. JAMIESUN.

G AS E N GIN E.

(Application filed May 31, 1900.)

4 Sheets-Sheet 4.

(No Modal.)

. Miren' STATES Parar Erice.

MARCUS W. JAMIESON, OF WARREN, PENNSYLVANIA.

GAS-ENGINE.

SPECIFICATEQN forming part of Letters Patent No. 681,704, datedSeptember 3, 1901.

Application filed May 3l, 1900. Serial No. 18,606. (No model.)

To CLU whom, it may con/cern.:

Be it known that I, MARCUS XV. JAMIESON, a citizen of the United States,residing at Warren, in the county of Warren and State of Pennsylvania,have invented certain new and useful Improvements in Gas Engines, ofwhich the following is a specification.

My invention relates to gas-engines--that is, to that class of enginesin which there are a cylinder and piston to which movement is impartedby the burning or explosion of a mixture of air and gas or vapor; and myinvention consists of an engine in which a peculiarly-operated plungeris combined with one or two pistons, as fully set forth hereinafter, soas to secure a greater rapidity in filling and discharging the cylinderwith greater ease of compression, maintain the pressure at a higherefficiency during the outward movement of the piston or pistons, andcompletely exhaust the cylinder after each explosion, as fully set forthhereinafter, and as illustrated in the accompanying drawings, in which-Figures 1 to 4 are diagrams illustrating the operations of the plungerand piston or pistons in the working of the engine. Fig. 5 is anexterior side View of the engine; Fig. 6, a longitudinal section; Fig.7, a transverse section on the line 7 7, Fig. 5; Fig. 8, a transversesection through the valve-casing.

Before referring to the mechanism reference will be made to thediagrams, Figs. 1 to t, in which A represents the cylinder,which may ormay not be closed at one or both ends and in which reciprocates a pistonB, or in some cases two pistons B B', and a plunger C.

In Figs. l, 2, and 3 the diagrams illustrato a construction in whichthere are a single piston B and plunger C, and in the operativo enginethese parts are combined with any suitable appliances which impart tothe same the movements hereinafter described; but for illustration thepiston'B is assumed to be connected by a connecting-rod l to a lever 2,pivoted at 3 to the frame and connected by a rod 4 to the crank 5 of themain crankshaft 6. The latter drives in a suitable manner, as by gears 7and 8, a counter-shaft 9, the gear 8 having a crank-pin 10, entering aslot in a lever l2, connected to vibrate the plunger C. The shafts 6 9are geared so that there will be two rotations of the crankshaft and oneof the counter-shaft. In the cylinder is a port a", which may constituteboth the inlet and the outlet port, and the piston B and plunger C eachreciprocate in a separate portion of the cylinder on opposite sides of aplane y, centrally intersecting this port, so that the piston neverpasses into that part of the cylinder in which the plunger moves, whilethe plunger never passes said plane in that part of the cylinder inwhich the piston moves. ln the operation of an apparatus having thesefeatures, starting with the plunger and piston in contact, as shown inFig. 3, the plunger will move toward the left and the piston toward theright, the piston, however, moving to a greater extent than the plunger,and the charge is thus drawn into the cylinder between the piston andthe plunger. On the inward movement of the piston the plunger also movesin the same direction, but to a less extent than the piston and awayfrom the port fr, so that by the time the charge is compressed the innerend of the piston will have passed and partly covered the port, whilethe plunger will have moved away, affording an intermediate space o,containing the compressed charge. When the parts are in this position,ready for the ignition of the charge, it will be seen that the crank 5and the wristpin l0 each is on the dead-center, so that when the chargeis ignited there will be no tendency from the force of the explosion torotate either shaft, and the strongest possible abutment is aorded byboth the piston and the plunger. The piston B is driven to the right oroutward by the expansion of the gases, but owing to the connectionsbetween the piston and the plunger the latter is also at the same time,but to a less extent, carried to the right, and in proportion to thismovement of the plunger the pressure of the gases is maintained to agreater degree or for a greater extent of time with a correspondingincrease in the efficiency of the engine over what would result if theplunger remains stationary or was carried in the opposite directionduring this movement of the piston. On the return movement of the pistonB the plunger C is reversed in its movement, so that both the piston andplunger simultaneously move toward the port 0c, increasing the rapiditywith which IOO the spent gases are discharged, until finally theapproximate ends of the piston and plunger meet upon the central planeof the port, thereby completely discharging the spent gases from thecylinder, and thus avoiding that detrimental dilution and fouling of thenew charge which results when any portion of the same is retained in thecylinder. As the piston and plunger separate the new charge is drawninto the port until the parts are in the position shown in Fig. 2. Inthe operation of the plunger in connection with two pistons there aretwo ports on', as indicated in Fig. 4, and each end or side of theplunger is carried to and from the adjacent port and the operations arethe same as before described', the plunger moving to one side during acomplete outward and inward reciprocation at that side and then to theother side during a complete outward and inward reciprocation of thepiston at that side.

I have referred to the advantage of the arrangement whereby the crank 5and 'wrist-pin lO are on the dead-center when the parts are in positionfor ignition of the charge. The timingor relative connection of thecrankshaft and crank counter-shaft may, however, be altered, so that theignition takes place when each shaft has turned to a further eX- ten'tor before it reaches the said point, which will slightly alter thetiming of the movements before described and-which may be an advantagewhere it is desired to differently time the functions.

Various different connections, valve arrangements, and details ofconstruction 'may be employed in an engine having a plunger and -one ortwo pistons operating 4as above described, and I have illustrated in the'remaining figures of the drawings one arrangement and vcombination ofparts available for such purpose by pointing out that whatever may bethe construct-ion of these minor features the operations above set forthresult in an increased rapidity of charging and discharging th'ecylinder, in compressing the charge with a gradual easy action,preventing shocks and strains in maintaining the pressure afterexplosion, vand in a complete clearing of the cylinder of said gasesprior to taking in each new charge.

The frame D of the engine supports the cylinder A, which is providedwith theusual water-jacket, and also supports the bearings for the`fulcrum-pins of the levers 2 2 or for the fulcrum-pin of one lever whenbut one piston is used and the bearing for the crankshaft 6, havingdouble cranks when there are two pistons, as shown, being trunk-pistonsandthe cylinder open at the ends. Upon the frame is also thecountershaft 9 or a stud, v

upon which turns t-he gear 8, having the wrist-pin 10, and the latterturns in a block 1G, sliding in a slot tu in the lever 12, which isconnected to a rock-shaft 17, turning in bearings at the upper part ofthe cylinder,

and provided with an arm 18, extending through an opening in the top ofthe cylinder and recessed to receive a cross-pin 19, each end of whichcarries a block 20, sliding between guides at the sides of the plungerC, which is hollow and has an opening in the top for the passage of thearm 18, as shown.

Opposite each port of the cylinder A is a valve-casing E, having anupper port a, to which is fitted a spring-seated valve 2l, openinginward. This port communicates with an inlet-pipe, (not shown,) throughwhich a charge of proper mixture of air and gas or vapor is carried fromany suitable source of supply. In the casing E is also a port b,constituting the exhaust-port, and in which is fitted a valve 22, andwith the latter I combine any suitable means for opening it positivelyvas the plunger and piston begin to approach each other to expel thecontents of the cylinder.v In the construction shown the spindle 23 ofthe valve 22 extends downward and is in contact with the arm 24 of abellcrank lever F or of a rock-shaft 25, parallel to the line of thecylinder and rocking in bearings upon `a bracket G, bolted to the sideof the frame and supporting the stud or counter-shaft 9. The other arm26 of the rockshaft 25 extends to a position to make contact with a camprojection 27 upon the face of the gear 8 and is preferably providedwith an antifriction-roller 28, so that the said cam will rock the shaftin one direction to lift the valve 22, while the spring 29, bearing onthe collar of the valve-rod 23, serves to depress the latter and closethe valve.

In the port @c and in both ports m ab when two are used is arranged anysuitable igniter I. Merely/for the purpose of illustration I have showntwo electrodes so arranged that a spark may jump across the spacebetween them; but a wiping contact may be used or a tube-igniter orflame-igniter ymay be employed, as desired.

In order to prevent accidental back-tiring from the port andvalve-casing into the supply-pipe, I provide a chamber above the valvecasing or at any suitable point of the line of supply, and in thischamber I lplace a body of metallic substance in a limentary condition.Thus a casing J'is arranged opposite the inlet-port of the casing E, andbetween perforated partitions 30 is arranged a mass of filimentarymetallic substance-as, forinstance, fine iron or brass turnings. Suchmetallic filimentary substance results in intermediate passages of amore tortuous character than can be obtained bythe use of the usuallling of wire-gauze and affords increased safety, and, further, iteffects a more perfect and intimate mixture of the air and gas inpassing to the inlet-port from the supply-pipe.

While I have referred to the ports x x as being both inlet and outletports, it will of course be recognized that there may be separate inletand outlet ports.

IOO

IIG

Without limiting myself to the precise construction and arrangement ofparts shown, I claim as my inventionl. A gas-engine having a cylinder, apiston, a plunger, and connections whereby the direction of travel ofthe plunger during admission of the charge is opposite to the directionof travel of the piston, and the direction of travel of the plungerduring compression is the same as the direction of travel of the piston,substantially as set forth.

2. A gas-enginehaving a cylinder, a piston, a plunger, and connectionswhereby the direction of travel of the plunger during admission of thecharge is opposite to the direction of travel of the piston, thedirection of travel of the plunger during compression is the same as thedirection of travel of the piston, and the direction of travel of theplunger during expansion is the same as the direction of travel of thepiston but in a direction opposite to the travel during compression,substantially as set forth.

3. A gas-engine having a cylinder', a piston, a plunger, and connectionswhereby the direction of travel of the plunger during admission of thecharge is opposite to the direction of travel of the piston, thedirection of travel of the plunger during compression is the same as thedirection of travel of the piston, the direction of travel of theplunger during expansion is the same as the direction of travel of thepiston but in/a direction opposite to the travel during compression, andthe direction of travel of the plunger during expulsion is opposite tothe direction of travel of the piston and toward each other,substantially as set forth.

et. A gas-engine provided with a cylinder, piston and plunger, a port,and means for reciprocating the piston and plunger to and from a planeintersecting the port and for moving both piston and plunger from eachother at different rates of speed during the admission of the charge,substantially as described.

5. A gas-engine provided with a cylinder, piston and plunger, a port,and means for reciprocating the piston and plunger to and from a planeintersecting the port and for moving both piston and plunger from eachother at different rates of speed during the admission of the charge andfor moving said piston and plunger in the saine direction at differentrates of speed on compression of the charge, substantially as described.

6. A gas-engine provided with a cylinder, piston and plunger, a port,and means for moving the piston and plunger to and from a planeintersecting the port and for moving both the piston and plunger fromeach other at different rates of speed during the admission of thecharge and for moving said piston and plunger in the same direction atdifferent rates of speed on compression of the charge and for moving thepiston and plunger in the same direction at dierent rates of speed onexpansion but in a direction opposite to the direction of compression,substantially as described.

7. A gas-engine provided with a cylinder, piston and plunger, a port,and means for moving the piston and plunger to and from a planeintersecting the port and for moving both the piston and plunger fromeach other at different rates of speed during the admission of thecharge and for moving said piston and plunger in the same direction atdifferent rates of speed on compression of the charge and for moving thepiston and plunger in the same direction at different rates of speed onexpansion but in a direction opposite to the direction of compression,and for moving said piston and plunger toward each other at differentrates of speed on expulsion, substantially as described.

8. A gas-engine provided with a cylinder, pistons, and intermediateplunger, and with independent ports and means whereby to move eachpiston and the plunger to and from a plane intersecting each port,substantially as set forth.

9. A gas-engine provided with a cylinder, pistons, intermediate plunger,and means whereby to move each piston, and the plunger outward duringthe explosion of the gases between them to carry them toward each otherin exhausting and compressing and from each other in receiving thecharge, substantially as set forth.

10. A gas-engine provided with a cylinder, two pistons, an intermediateplunger and means for compressing, exploding and discharging the gaseson opposite sides of the plunger alternately,substantially as set forth.

ll. In a gas-engine a cylinder having two pistons, and an intermediateplunger combined with means for reciprocating the pistons and plunger,each in a separate part of the cylinder for drawing in, compressing anddisplacing the gases on opposite sides of the plunger alternately,substantially as set forth.

l2. The combination in a gas-engine, of a cylinder, two pistons, anintermediate plunger and means for reciprocating the piston and plungerto move the plunger toward one end of the cylinder during the outwardand inward movement of t-he piston at that end, and toward the other endof the cylinder during the outward and inward movement of the piston atthat end, substantially as set forth.

13. rlhe combination of a gas-engine of a cylinder, pistons,intermediate plunger, a shaft having cranks connected with the pistons,and a counter-shaft having a crank connection with the plunger and meansfor imparting one rotation to the counter-shaft to each two rotations ofthe crank-shaft, substantially as set forth.

11i. A cylinder having two pistons and an intermediate plunger, meansfor reciprocating the pistons and plunger as set forth, independentports and valve-casings connected therewith and means for operating theValves to supply and exhaust the portions of the cyl- IOO IIO

nder at opposite ends of the plunger, substantially as set forth.

15. The combination with the cylinder, its plunger and piston andoperating means, of a port, valve casing communicating therewith andprovided With an exhaust-valve, rook-shaft parallel to the cylinderhaving an arm connected with the exhaust-valve and a rotating cam andarm on the rook-shaft arranged to make Contact with said cam,substantially as set forth.

16. The combination with the cylinder, plunger, pistons, andValve-casings communicating with cylinder-ports and provided Withexhaust-valves, of rock-shafts parallel to the cylinder, provided Witharms connected with the exhaust-valves, and a rotating earn arranged tomake Contact With the other arms of both rook-shafts to lift theexhaust-valves alternately, substantially as set forth.

17. The combination of the cylinder, pistons, and intermediate plunger,crank-shaft and counter-shaft, of a rook-shaft having an armoperatedfrom the counter-shaft and another arm connected to operate theplunger,

lconnected with the plunger and gears upon the crank-shaft andcounter-shaft, substantially as set forth.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing Witnesses.

MARCUS W. JAMIESON.

Vtnesses:

E. WARRENER, W. CLARENCE DUVALL.

